US6976569B2 - Pulse width modulation of brake shift interlock solenoid - Google Patents
Pulse width modulation of brake shift interlock solenoid Download PDFInfo
- Publication number
- US6976569B2 US6976569B2 US10/407,393 US40739303A US6976569B2 US 6976569 B2 US6976569 B2 US 6976569B2 US 40739303 A US40739303 A US 40739303A US 6976569 B2 US6976569 B2 US 6976569B2
- Authority
- US
- United States
- Prior art keywords
- solenoid
- brake
- duty cycle
- shift lever
- transmission shift
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related, expires
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/22—Locking of the control input devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/74—Inputs being a function of engine parameters
- F16H2059/746—Engine running state, e.g. on-off of ignition switch
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
- H01F7/00—Magnets
- H01F7/06—Electromagnets; Actuators including electromagnets
- H01F7/08—Electromagnets; Actuators including electromagnets with armatures
- H01F7/18—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings
- H01F2007/1888—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings using pulse width modulation
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
- H01F7/00—Magnets
- H01F7/06—Electromagnets; Actuators including electromagnets
- H01F7/08—Electromagnets; Actuators including electromagnets with armatures
- H01F7/18—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings
- H01F7/1844—Monitoring or fail-safe circuits
Definitions
- the present invention relates in general to a brake shift interlock for a transmission shift lever and more specifically to a brake shift interlock in combination with an ignition interlock.
- a source of noise is the vibration of the engine which causes the plunger within the solenoid housing to vibrate.
- a second source of noise results from the sudden movement of the solenoid, which causes the solenoid to contact the end stops when energized and de-energized.
- the present invention overcomes the disadvantages of the prior art approaches by providing a brake shift interlock system and method of operation which maintains the plunger solenoid in a stationary position.
- the brake shift interlock system has a transmission shift lever and a brake pedal.
- the system comprises a battery and a solenoid which is movable between a first and second position and provides a mechanical stop for the transmission shift lever while in a first position.
- a switch is included that is coupled to the solenoid for controlling current flow through the solenoid.
- the present invention provides a control circuit for energizing the switch in response to sensing the position of the transmission shift lever and the brake pedal.
- the control circuit is capable of generating a pulse width modulated signal which has a varying duty cycle for controlling the solenoid switch.
- the duty cycle of the pulse width modulated signal is ramped up when the solenoid is moving between the first and second position.
- the solenoid is energized if the brake pedal sensor senses the brake pedal in a predetermined brake position and the transmission shift lever in a predetermined shift position.
- the solenoid is energized such that the solenoid will remain in the second position wherein the duty cycle ramps down to a predetermined “hold” duty cycle when the transmission shift lever moves out of the predetermined shift position and the brake pedal is released from the predetermined brake position.
- the method further includes the step of sensing and measuring the current in the solenoid and compensating the pulse width modulation signal when there is variation in the battery voltage and the resistance of the solenoid.
- FIG. 1 is a schematic diagram of a brake shift interlock system according to the present invention.
- FIG. 2 illustrates example signals generated by the present invention.
- FIG. 3 is a state diagram showing various states of the present invention when specific conditions occur.
- FIG. 1 shows a schematic diagram of a brake shift interlock system 10 according to the present invention.
- the brake shift interlock system 10 includes an ignition switch 12 which is connected to a battery 9 and the ignition switch 12 .
- the ignition switch 12 is moveable between an on and off position thereby allowing the flow of electric current when in an on position.
- a park position switch 13 is coupled to the power source.
- the park position switch 13 changes positions in response to the position of a transmission shift lever (not shown).
- the transmission shift lever is in a predetermined shift position when in a full-park position.
- a full-park position occurs when the transmission shift lever is securely positioned in PARK completely at the end of motion within the PARK range.
- a non-PARK position occurs when the transmission shift lever is in any position other than the PARK position.
- the park position switch 13 is in a closed state when the transmission shift lever is in the non-PARK position.
- the park position switch 13 is in an open position when the transmission shift lever is in the PARK position.
- the park position switch 13 is also used to control an external ignition keylock solenoid 15 .
- the ignition keylock solenoid 15 is energized when the transmission shift lever is in the non-PARK position to prevent removal of a vehicle's ignition key and is de-energized to allow removal of the ignition key when in the PARK position.
- a brake sensor 11 senses whether or not a vehicle brake pedal (not shown) is in a predetermined pedal position.
- the brake sensor 11 is an electrical switch. The predetermined brake position occurs when the brake pedal is in a depressed position.
- a controller 14 is coupled to the ignition switch 12 , brake sensor 11 , and the park position switch 13 through biasing circuitry well known to one skilled in the art.
- a switch 16 is also connected to the controller 14 .
- the controller 14 generates signals for controlling the switch 16 .
- the controller 14 is capable of generating pulse width modulated (hereinafter referred to as PWM) signals and the switch 16 is a metal oxide semiconductor field effect transistor (MOSFET).
- PWM pulse width modulated
- MOSFET metal oxide semiconductor field effect transistor
- the battery 9 has a nominal battery voltage.
- the nominal battery voltage is twelve volts.
- the solenoid 18 has a nominal solenoid resistance, which is twenty-two ohms in the preferred embodiment. Due to factors such as the environment and the vehicle's power demand, the voltage of the battery 9 may fluctuate from nine volts up to sixteen volts and the resistance of the solenoid 18 may fluctuate plus or minus twenty-five percent from the nominal solenoid resistance.
- a resistor 17 senses the current applied to the solenoid 18 and the controller 14 measures the current through the resistor 17 . The controller 14 also monitors the voltage of the battery 9 .
- the sensing and measuring of the current through resistor 17 and monitoring of the battery 9 allow the brake shift interlock system 10 to compensate the PWM signal by adjusting the duty cycle when the battery voltage is not equal to the nominal battery voltage or when the resistance of the solenoid 18 is not equal to the nominal solenoid resistance.
- the controller 14 When the ignition switch 12 , the brake sensor 11 , and the park position switch 13 are all activated, the controller 14 generates a PWM drive signal for the MOSFET 16 that ramps up to a duty cycle of 100%.
- the ramping of the duty cycle causes the solenoid 18 to move from a first position to a second position.
- the first position of the solenoid 18 is when the plunger (not shown) within the solenoid 18 is in an extended position for retaining the transmission shift lever in the PARK position.
- the second position of the solenoid 18 occurs when the plunger within the solenoid 18 is in a retracted position thereby allowing the shift lever to be moved out of the PARK position.
- the duty cycle of the MOSFET 16 drops to a predetermined duty cycle for holding the solenoid 18 at the second position (e.g., a duty cycle of about 25%).
- the predetermined duty cycle may vary depending on the design of solenoid 18 .
- the energization and reduction in duty cycle of the solenoid 18 through MOSFET 16 results in the plunger of solenoid 18 being held stationary within the housing of solenoid 18 at the second position.
- the ramp time (i.e., ramping rate) of the duty cycle is chosen to move the solenoid 18 gradually between positions thereby minimizing vibration of the plunger and actuation noise.
- trace 19 represents the voltage versus time of the ignition switch 12
- trace 20 represents the duty cycle of the drive signal applied to MOSFET 16
- trace 22 represents the voltage versus time of the brake sensor 11
- trace 24 represents the voltage versus time of the park position switch 13 . If the transmission shift lever is moved from the non-PARK position to PARK, while the brake sensor 11 senses a depressed brake pedal, the controller 14 continues to generate a PWM signal for the MOSFET 16 which results in holding the solenoid 18 at the second position.
- the controller 14 While the transmission shift lever is in the PARK position, the controller 14 generates a drive signal to drive the MOSFET 16 each time the brake pedal is pressed by the vehicle operator and the duty cycle of the solenoid 18 ramps up to a maximum duty cycle.
- the maximum duty cycle is at 100%.
- the duty cycle reduces to a predetermined “hold” duty cycle.
- the ignition switch 12 is turned on and the transmission shift lever is placed in the PARK position.
- the brake sensor 11 senses the brake pedal in a depressed position and the duty cycle of the solenoid 18 ramps up to the maximum duty cycle.
- the duty cycle of the solenoid 18 drops down to the predetermined “hold” duty cycle (e.g., a duty cycle of about 25%).
- the solenoid remains at the predetermined “hold” duty cycle as the transmission shift lever is moved out of the PARK position and if the brake pedal is not in a depressed position.
- the duty cycle of the solenoid 18 ramps down as the brake pedal is not in a depressed position and the transmission shift lever is placed back in the PARK position.
- the duty cycle of the solenoid 18 begins to ramp up as the brake pedal is placed in the depressed position as the transmission shift lever is in the PARK position.
- the duty cycle of the MOSFET 16 will remain at the predetermined duty cycle after the transmission shift lever is placed in the non-PARK position, regardless of the state of the brake sensor 11 .
- a state 26 occurs when the vehicle operator positions the ignition switch in the off position which results in the shift solenoid being de-energized. When the solenoid is de-energized the solenoid is in an extended position.
- a state 28 occurs when the ignition switch is in the on position, the transmission shift lever is in the PARK position, and the brake sensor does not sense the brake pedal in a depressed position.
- a state 30 occurs when the brake pedal is in a depressed position and the transmission shift lever is in the PARK position. At the state 30 the solenoid is ramped up to the maximum duty cycle wherein the solenoid begins to move from the first position to the second position.
- a state 36 occurs when the ignition switch is in the on position, the transmission shift lever is in PARK, and the brake pedal is in the depressed position. At the step 36 , the solenoid is fully in the second position.
- a state 32 occur when the vehicle operator releases the brake pedal. At the state 32 , the solenoid is ramped down from the predetermined “hold” duty cycle to a duty cycle of 0%.
- a state 42 occurs when the ignition switch is in the on position, the transmission shift lever is in a non-PARK position, and the brake pedal is in the depressed position.
- a state 44 occurs subsequent to the step 42 when the brake pedal is released into a non-depressed position.
- a step 48 occurs when the ignition switch is in the on position and the transmission shift lever is not in the PARK position. When in the state 48 , changes in the brake signal do not result in a state change.
- a state 46 occurs subsequent to the state 48 occurring, wherein the solenoid duty cycle is ramped up to the maximum duty cycle of 100% and then reduced to the predetermined “hold” duty cycle of 25% in response to the brake pedal in the depressed position and the transmission shift lever in the PARK position.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
Claims (16)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/407,393 US6976569B2 (en) | 2003-04-04 | 2003-04-04 | Pulse width modulation of brake shift interlock solenoid |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US10/407,393 US6976569B2 (en) | 2003-04-04 | 2003-04-04 | Pulse width modulation of brake shift interlock solenoid |
Publications (2)
Publication Number | Publication Date |
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US20040195071A1 US20040195071A1 (en) | 2004-10-07 |
US6976569B2 true US6976569B2 (en) | 2005-12-20 |
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US10/407,393 Expired - Fee Related US6976569B2 (en) | 2003-04-04 | 2003-04-04 | Pulse width modulation of brake shift interlock solenoid |
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Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20050143220A1 (en) * | 2002-05-10 | 2005-06-30 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method and device for operating especially an automatic or automated gearbox comprising a parking brake and a runaway locking mechanism |
US20070193848A1 (en) * | 2006-02-22 | 2007-08-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Clutch assembly with an oil pump clutch housing and a carrier engaged with a clutch pack outer circumference |
US20070193845A1 (en) * | 2006-02-22 | 2007-08-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Clutch housing with wide lever spring retention slots and clutch housing with axially off-set tabs |
US20070193843A1 (en) * | 2006-02-22 | 2007-08-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Dual clutch pack dual operating clutch and method for adjusting same |
US20070193850A1 (en) * | 2006-02-22 | 2007-08-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Clutch housing with openings to engage a clutch plate |
US20070193844A1 (en) * | 2006-02-22 | 2007-08-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Clutch housing with lever spring retention slots and method of installing a lever spring |
US20130145886A1 (en) * | 2011-12-09 | 2013-06-13 | Kia Motors Corporation | Transmission system for shift by wire |
US9140354B2 (en) | 2011-11-28 | 2015-09-22 | Hyundai Motor Company | Shift/tilt locking apparatus and method for shift lever of automatic transmission |
US9580045B2 (en) | 2010-01-18 | 2017-02-28 | Ford Global Technologies, Llc | Configurable electronic brake shift interlock override |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102007007753A1 (en) * | 2007-02-13 | 2008-08-14 | Leopold Kostal Gmbh & Co. Kg | Electrical switching device for a motor vehicle |
KR101575432B1 (en) | 2013-12-19 | 2015-12-07 | 현대자동차주식회사 | Control method for parking manipulation device of transmission |
KR102465901B1 (en) * | 2017-11-01 | 2022-11-11 | 현대자동차주식회사 | Neutral range parking apparatus for vehicle and controlling method thereof |
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US5853348A (en) * | 1996-11-20 | 1998-12-29 | Navistar International Transportation Corp | Park position locking system for steering column transmission shifter |
US6019441A (en) | 1997-10-09 | 2000-02-01 | General Motors Corporation | Current control method for a solenoid operated fluid control valve of an antilock braking system |
US6061224A (en) * | 1998-11-12 | 2000-05-09 | Burr-Brown Corporation | PWM solenoid driver and method |
US6128175A (en) | 1998-12-17 | 2000-10-03 | Siemens Automotive Corporation | Apparatus and method for electronically reducing the impact of an armature in a fuel injector |
US6139468A (en) | 1999-04-15 | 2000-10-31 | Ford Motor Company | Electronically actuated transmission range control system |
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US20040043865A1 (en) * | 2002-08-29 | 2004-03-04 | Avers Wayne Melvin | Brake shift interlock system with a single park position switch |
-
2003
- 2003-04-04 US US10/407,393 patent/US6976569B2/en not_active Expired - Fee Related
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US4892014A (en) | 1988-02-01 | 1990-01-09 | Sparton Corporation | Electronic controller for automatic transmissions |
US4998177A (en) * | 1988-03-31 | 1991-03-05 | Kabushiki Kaisha Tokai Rika Denki Seisakusho | Electromagnetic solenoid drive apparatus in a vehicle |
US5107391A (en) * | 1989-04-13 | 1992-04-21 | Siemens Aktiengesellschaft | Circuit for driving one or more electromagnetic relays which uses minimum power and results in minimum temperature in the relays |
US5027931A (en) * | 1990-01-18 | 1991-07-02 | United Technologies Automotive, Inc. | Brake/shift interlock for an automatic transmission shift control mechanism |
US5096033A (en) | 1991-01-17 | 1992-03-17 | Grand Haven Stamped Products Company | Lockout mechanism and system for vehicle shifter |
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US5289740A (en) | 1992-03-02 | 1994-03-01 | Saturn Corporation | Inference-based manual pulldown control of an automatic transmission |
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US5853348A (en) * | 1996-11-20 | 1998-12-29 | Navistar International Transportation Corp | Park position locking system for steering column transmission shifter |
US5818678A (en) | 1997-10-09 | 1998-10-06 | Delco Electronics Corporation | Tri-state control apparatus for a solenoid having on off and PWM control modes |
US6019441A (en) | 1997-10-09 | 2000-02-01 | General Motors Corporation | Current control method for a solenoid operated fluid control valve of an antilock braking system |
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US6128175A (en) | 1998-12-17 | 2000-10-03 | Siemens Automotive Corporation | Apparatus and method for electronically reducing the impact of an armature in a fuel injector |
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Cited By (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20050143220A1 (en) * | 2002-05-10 | 2005-06-30 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method and device for operating especially an automatic or automated gearbox comprising a parking brake and a runaway locking mechanism |
US7204785B2 (en) * | 2002-05-10 | 2007-04-17 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method and device for operating especially an automatic or automated gearbox comprising a parking brake and a runaway locking mechanism |
US20070135261A1 (en) * | 2002-05-10 | 2007-06-14 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method and device for operating especially an automatic or automated gearbox comprising a parking brake and a runaway locking mechanism |
US7374511B2 (en) | 2002-05-10 | 2008-05-20 | Luk Lamellan Und Kupplungsbau Beteiligungs Kg | Method and device for operating especially an automatic or automated gearbox comprising a parking brake and a runaway locking mechanism |
US20070193845A1 (en) * | 2006-02-22 | 2007-08-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Clutch housing with wide lever spring retention slots and clutch housing with axially off-set tabs |
US20070193843A1 (en) * | 2006-02-22 | 2007-08-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Dual clutch pack dual operating clutch and method for adjusting same |
US20070193850A1 (en) * | 2006-02-22 | 2007-08-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Clutch housing with openings to engage a clutch plate |
US20070193844A1 (en) * | 2006-02-22 | 2007-08-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Clutch housing with lever spring retention slots and method of installing a lever spring |
US20070193848A1 (en) * | 2006-02-22 | 2007-08-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Clutch assembly with an oil pump clutch housing and a carrier engaged with a clutch pack outer circumference |
US7823711B2 (en) | 2006-02-22 | 2010-11-02 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Dual clutch pack dual operating clutch and method for adjusting same |
US7854306B2 (en) | 2006-02-22 | 2010-12-21 | Schaeffler Technologies Gmbh & Co. Kg | Clutch assembly with an oil pump clutch housing and a carrier engaged with a clutch pack outer circumference |
US9188167B2 (en) | 2006-02-22 | 2015-11-17 | Schaeffler Technologies AG & Co. KG | Clutch housing with lever spring retention slots and method of installing a lever spring |
US8944229B2 (en) | 2006-02-22 | 2015-02-03 | Schaeffler Technologies AG & Co. KG | Clutch housing with wide lever spring retention slots and clutch housing with axially off-set tabs |
US9580045B2 (en) | 2010-01-18 | 2017-02-28 | Ford Global Technologies, Llc | Configurable electronic brake shift interlock override |
US9140354B2 (en) | 2011-11-28 | 2015-09-22 | Hyundai Motor Company | Shift/tilt locking apparatus and method for shift lever of automatic transmission |
US9618110B2 (en) | 2011-11-28 | 2017-04-11 | Hyundai Motor Company | Shift/tilt locking apparatus and method for shift lever of automatic transmission |
US8919218B2 (en) * | 2011-12-09 | 2014-12-30 | Hyundai Motor Company | Transmission system for shift by wire |
US20130145886A1 (en) * | 2011-12-09 | 2013-06-13 | Kia Motors Corporation | Transmission system for shift by wire |
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US20040195071A1 (en) | 2004-10-07 |
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